first international seminar on the design & construction of second penang bridge

11/8/2011

1

Presented by: Dato’ Ir. Dr. Ismail bin Mohamed TaibManaging Director, Jambatan Kedua Sdn Bhd

SUSTAINABILITY THROUGH

INNOVATION IN DESIGN

15 - 16 November 2011

JAMBATAN KEDUA SDN BHD.

LEMBAGA LEBUHRAYA MALAYSIA

KERAJAAN MALAYSIA THE SECOND PENANG BRIDGE

First International Seminar on the Design & Construction of Second Penang Bridge

JAMBATAN KEDUA SDN. BHD. (824573-U)

Wholly owned by Minister of Finance, Incorporated


Sustainability Through Innovation in Design – 15 & 16 November 2011

Project Introduction

Project Details

Sustainable Developmenti. Social Progress

ii. Economic Activity

iii.Environmental Responsibility

Site Progress Photographs

Content

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Project

Introduction





The bridge connecting Batu Kawan on the Mainland and BatuMaung on the island when completed by November 2013 will bethe longest in South-East Asia with the total length over water of16.9km and total estimated construction cost of RM 4.5 billion.

Project Introduction

Jambatan Kedua Sdn Bhd (“JKSB”), a wholly-owned company ofthe Minister of Finance, Incorporated (“MoF Inc.”) was appointedas the concessionaire for the Second Penang Bridge Project inAugust 2008.

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9+000.

10+000.

11+000.

12+000. 13+000. 14+000.

15+000.

16+000.

0.

1+000. 2+000.

3+000. 4+000. 5+000. 6+000.

7+000.

8+000.

17+000.

18+000.

19+000.

20+000.

21+000.

22+000.

23+000.

PULAU

JEREJAK

PULAU

AMAN

PENANG

ISLAND

(Batu Maung)

NAVIGATIONAL

SPAN

MAIN LAND

(Batu Kawan)

Existing Penang Bridge Legend:Existing Penang Bridge

North South Expressway (PLUS)

Package 1&2

Package 3

Marine Bridge

Land Expressway8.4 km

Second Penang Bridge

Project Alignment

PACKAGE 3A

BATU KAWAN EXPRESSWAY

PACKAGE 3BBATU MAUNG

INTERCHANGE

BATU KAWAN TRUMPET

INTERCHANGE

PACKAGE 3C





PROPOSED BATU

MAUNG INTERCHANGE

SECOND PENANG

BRIDGE

MAIN NAVIGATION SPANTUN DR. LIM

CHONG EU

HIGHWAY

BATU KAWAN

Project Alignment (Proposed Batu MaungInterchange)

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PLAZA TOL JPP2

PLAZA TOL PLUS

LEBUHRAYA UTARA SELATAN

PERSIMPANGAN BATU KAWAN

PERSIMPANGAN BATU KAWAN CLOVERLEAF

SECOND PENANG BRIDGE

EXISTING PENANG BRIDGE

Project Alignment (Proposed Batu KawanExpressway)





Feasibility Study

Based on feasibility study report by HSSI & Yachiyo Engineering in June 2001, 3 alternative routes i.e Northern Route, Mid-Channel Route and Southern Route were identified for the Second Penang Bridge project.

PENANG

ISLAND

(Batu Maung)

MAIN LAND

(Batu Kawan)

Existing Penang Bridge

Southern Route

Northern Route

Mid-Channel Route

Butterworth Outer

Ring Road (BORR)

Jelutong

Expressway

North South

Expressway

Royal Malaysian Air

Force

Butterworth-Kulim

Expressway

Proposed PORR

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1. Northern Route

• Linking the proposed Penang Outer Ring Road (PORR) at Bagan Jermal on the island with ButterworthOuter Ring Road (BORR) at Bagan Ajam on the mainland and continue to North-South Expressway.

• Land acquisition of heavily urbanized and densely populated area which involve commercial buildings,

school, residential houses, food hawkers, burial grounds, farms , light industrials, mosque and etc.

• The total length of crossing is 9.2km.

• Restricted by the Royal Malaysian Air Force (RMAF) aviation requirement and Post Panamax ships of60m air draught and requirement of greater than 16m depth.

• Combination of a low level bridge and 2.15km long immersed tube tunnel is considered for the main

crossing to overcome the above requirement. Building a bridge structure will further constraint thewaterway.

2. Mid-Channel Route

• Linking Georgetown with the Butterworth-Kulim Expressway (BKS).

• The total length is 8.0km long crossing which include the 2.86km long undersea tunnel.

• Similar to Northern Route, the immersed tube tunnel is the only option.

• Cut across an existing 36” dia undersea waterpipe – Relocation of these pipes is inevitable.

• Acquisition of residential and commercial premises will be necessary

3. Southern Route

• Linking Bayan Lepas Expressway at Batu Maung on the island with Batu Kawan on mainland and

ended at North South Expressway at KM 154.

• This alternative involves a 24km long crossing in which 16.9km crosses the Straits of Penang and7.1km long connecting road.

• Provide opportunity to replicate the successful pattern of development currently seen in Butterworth

Alternative Alignments:

Feasibility Study





Feasibility Study

Initial Estimated Construction Cost Based on Feasibility Study

report by HSSI & Yachiyo Engineering in June 2001

RouteEstimated

Crossing Cost(RM Million)

Essential Links Island

(RM Million)

Essential Link Mainland (RM

Million)

Total Estimated Cost

(RM Million)

Northern Route 1,790 215 212 2,337

Mid-Channel Route

2,258 135 50 2,572

Southern Route 2,079 24 347 2,582

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Conclusion

The alignment of Southern Route was finally chosen by YAB Tun DrMahathir Bin Mohamad, the fourth Prime Minister of Malaysia. Thedecision was to promote socio-economics growth in the south thatwould provide a balanced development across the Penang State.

Feasibility Study





Project Details

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Work Packages Diagram

Package 3B,3C,3D,3E, 3F & 3G

Conventional Contract

Package 1 : Main Navigation Span & Substructure & Foundation Works for Approach Spans.

Package 2: Superstructure Works of Approach Spans.

Package 3A:

Conventional

Contract

Design & Build

Integrated Toll System





Current Progress - 31 October 2011 (Rev 01)

PAKEJ DESCRIPTION CONTRACTORCOST

(RM MIL.)START FINISH

PHYSICAL PROGRESS %(31 Oct 2011)

SCH % ACT %

1Main Navigation Span And

Substructure And Foundation Works For Approach Spans

CHEC Construction (M)

Sdn Bhd2,200 8 Nov 08 24 Jul 13 82.53 88.31

2Superstructure Works of

Approach SpansUEM Builders Bhd 1,550 8 Jun 09 30 Sep 13 46.82 46.12

3A Batu Maung InterchangeCergas Murni Sdn

Bhd152.7 19 May 10 14 Dec 12 32.95 36.06

3B Batu Kawan ExpresswaysIJM Construction

Sdn Bhd349.9 28 Jun 10 28 Sep 13 29.79 31.90

3CBatu Kawan Trumpet

InterchangeHRA Teguh Sdn

Bhd67.3 19 May 10 15 Apr 13 40.88 39.87

3D Toll Plaza And Related WorksS.U Citra Bina Sdn

Bhd79.8 15-Nov-11 14-Jul-13 - -

3E Toll Collection System - - 30 Mar 12 30 Sep 13 - -

3FTraffic Control An Surveillance

System- - 30 Mar 12 8 Sep 13 - -

3G M&E Works for P3A & 3C - - 30 Mar 12 8 Sep 13 - -

Total4.5

billion8 Nov 08 8 Nov 13

61.56 64.45

Variance +2.89

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Length of Bridge Over Water 16.9km

Length of Expressway 7.1km

Lane Configuration Dual 2 lanes traffic + emergency lane + 1 motorcycle lane each direction.

Main Navigation Span

Approach Span

•Substructure

•Superstructure

Cast in-situ Cable-Stayed Bridge

P24 to P27 = 117.5m + 240m + 117.5m

= 475m.

Height Clearance: 30m

Navigation Channel: 150m

P0 to P24 = 24 span x 55m

= 1,320m.

P27 to P292 = 265 span x 55m

= 14,575m.

Height Clearance :

• Low Piers: 6m

• High Piers: 6m to 21.6m

Pre-cast Prestressed Segmental Box Girder

= 8,092 nos.

Design Features

240 m30 m117.5 m

117.5 m

Navigation Channel

150 m

p24

p25p26

p27


Year built: 1982

Overall length : 13.5 km

Length over water: 8.4 km

Type of bridge:

- Main Navigation Span Cable-stayed concrete girder bridge

- Approach Span Beam and slab deck bridge

Main Navigation Span 107.5m + 225m + 107.5m

Main Navigation Span Ship Protection

Man-made island

Approach spans length 40m each span

Speed limit 80 km/h


Year built: 2008

Overall length : 24 km

Length over water: 16.9 km

Type of bridge:

- Main Navigation Span Cable-stayed concrete girder bridge

- Approach Span Box girder bridge

Main Navigation Span 117.5m + 240m + 117.5m

Main Navigation Span Ship Protection

Steel Fender system

Approach spans length 55m each span

Speed limit 80 km/h

Comparison between Second &


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No dedicated motorcycle lane

Traffic Loading to UK BS 153, 45 units HB guided along centreline of carriageway

Seismic design: 475 year event -Ground peak acceleration: 0.075 g 2500 year event - no collapse

Structural concrete design to CP110: 1972

No specific durability requirements

Normal concrete


2-lane dual carriageway with dedicated 3m motorcycle lane

Traffic Loading to UK BD 37/2001, 45 units HB unguided

Seismic design: 475 year event -Ground peak acceleration: 0.1773 g 2500 year event - no collapse-Ground peak acceleration: 0.3261 g

Structural concrete design to BS 5400: 2006

Durability requirements to latest Eurocodes

High performance concrete: RCPT less than 800 Coulombs for 56 days




Design Concrete Strength:Spun pile : 50 N/mm2Pile cap : 30 N/mm2Pylon : 40 N/mm2I-Beam : 40 N/mm2Slab : 30 N/mm2

Expansion joint at every 5 spans (200 m)

Degree of compaction for earth embankment: 95 % : 0.75m below formation level90 % : remainder

Settlement criteria for earth embankment:367 mm in 5 years

Pavement IRI Index: Not specified


Design Concrete Strength:Spun pile : 80 N/mm2Pile cap : 40 N/mm2Pylon : 50 N/mm2Box girder : 55 N/mm2

Expansion joint at every 5 or 6 spans (275m or 330m)

Degree of compaction for earth embankment: 100%

Settlement criteria for earth embankment: 50 mm in 20 years

Pavement IRI Index: 2m/km



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Sustainable

Development

1. Social Progress

2. Economic Activity

3. Environmental Responsibility





Sustainable development is an enduring balanced approach to

social progress , economic activity and environmental responsibility.

Social

Environment Economic

Sustainable

Sustainable Development

Sustainable

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Contributing Toward Sustainable

Development

• The new route is anticipated to promote economic and socialintegration throughout the northern region .

• High standards of environmental protection are incorporated intothe project while flora and fauna are closely monitored to avoidchanges to the sensitive marine environment.

• The construction of the bridge engaged the regional constructionindustry, pioneered high standards of quality and safety as well asinitiated local employment programme to promote transfer oftechnology.

• IBS concept and minimal maintenance approach are introduced inthe planning, design and construction of the bridge to promotesustainable development.

Factors that encompass sustainable development in the Second Penang Bridge project include:





1. Social Progress

i. Stakeholder communication and

involvement

ii. Occupational Safety

iii. Public Road Safety

iv. Bridge Optimization

v. Bridge Durability

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Stakeholder Communication and Involvement

Project Organization Chart





• Monthly Coordination meetings are held regularly with MHA and government agencies to solve project issues and to ensure compliance with regulatory bodies requirements.

• The public, factory owners, marine department and other local authorities are informed well in advance of any disruptions caused by construction activities through meetings and correspondences.

• I-supervision is being implemented to monitor the construction progress at site and for public to view via JKSB website.

Stakeholder Communication and Involvement

I-Supervision

• Ministry of Finance, Unit Kerjasama Awam Swasta (UKAS), Ministry of Works (JKR) and Malaysian Highway Authority (MHA) are advised on the status of the project on regular basis.

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Occupational Safety

• Safety measures are implemented which

include detailed planning of construction

activities, safety training and education,

inspections by safety officers and health

checks.

• A well balanced training/ penalty/ award

system is utilized to keep all management

staff and workers up to date with the latest

HSE standards and to ensure their compliance.

• Lost time injury (LTI) achieved is 0.24 per million hours, which is very minor

with only 2 cases at 8.3 million hours. According to OSHA International

Standard, the LTI shall not be more than 5 cases in every 1 million hours.





• Traffic management system will be implemented

when the bridge is operational. It will be controlledand managed 24 hours a day by a central traffic

control and monitoring and Closed Circuit Television(CCTV) installed at the toll plazas, interchanges and

strategic locations along the expressway. The mainuse of CCTV is to provide operator with means of

viewing traffic flow and detecting traffic problems.

• Minconsult Sdn Bhd (C&S Consultant) has beenappointed as the Road Safety Auditor to ensure that

the Second Penang Bridge is in compliance with theStage I to IV Safety Audit in „Guideline for Safety

Audit of Roads in Malaysia”.

• Proposed Implementation of Multi-Lane Free Flow(MLFF) system will reduce traffic congestion at toll

plazas as the system allows free flow high speed tollsystem.

Public Road Safety

MLFF system

• The toll plaza is designed to cater for combination of existing toll payment system and

also MLFF system. However, the MLFF system which was originally scheduled to beimplemented in year 2013 has been temporarily deferred by the government.

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• Standard Guardrails with level TL3 is upgraded to level TL4 at strategic locations to

ensure that in the event of accident, heavy vehicles are contained.

• Motorcycle lane is separated from the main lane by NJB to protect vulnerable

motorcyclist.

Public Road Safety

Cont‟d

Thrie Beam Guardrails

NJB





a) 2.0m dia. Bored pile for cable-stayed bridge Easily adapted to the various load and soil requirements

due to large variety in dia. and construction techniques Enable the immediate in-situ evaluation of drilled soil

layers to revise foundation length due to changed soilconditions

Achieved required capacity of 25 Meganewton (MN) at120m depth (8m socketed into bedrock)

b) 1.5m dia. Steel pile for approach bridge

Have high load-carrying capacity for a given weight ofpile, which can reduce driving costs

Driven to 80m length and cause little grounddisplacement

Easy to splice

c) 1m dia. Spun pile for low-level bridge Faster, prefabrication allows 65m length with no joint

Efficient mass to strength ratio Piles can withstand high tension forces

Advantages of different types of foundation

Bridge Optimization

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Precast Concrete Shells are used as a

formwork for the second layer casting andpermanently incorporated into the pile cap

6 pieces of Precast Concrete Shells arerequired for each pilecap

Pilecap Construction

Total of 3,468 nos of Precast Concrete Shell are used

Precast Concrete Shells are adopted for:

• Minimisation of temporary works (no cofferdams).

• Minimisation of insitu works

• Speed of construction

• Better surface finishing work

Bridge Optimization





• Pile caps, Columns and Crossheads are designed as reinforced concrete structures

• Total no of Piers – 289 nos at Approach Spans

• The sections and shapes of the pile caps,columns and crossheads are designed toenhance constructability, optimise cost and stillaesthetically pleasing.

• The pier are cast in one complete operationusing reusable steel formwork

Substructure at the Approach Span – Pilecap, Columns and Crossheads

Bridge Optimization

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• The precast segmental box girder is designed as acontinuous single twin box of 14.08m width, 4.0mlength and 3.20m depth structure with match castjoints, multiple shear keys and prestressingtendons.

• The design has been highly optimized to minimizeweight such that it does not require special heavylifting equipment. Segments weight between 69 to100 ton.

• Hybrid pre-stressing encompassing both externaland internal prestressing for design economy.

• The design of the segments is identicalwhich allows the same formwork to be

repeatedly used.

• The depth is maintained constant topresent aesthetically consistent soffitline.

Superstructure at the Approach Span – Segmental Box Girder

Bridge Optimization





View of Completed Piers View of Completed SBG

• Cathodic protection system and special coating are applied to the tubular steel piles forprotection against corrosion.

• High strength concrete with Ground Granular Blastfurnace Slag (GGBS) and Pulverised

Fuel Ash (PFA) are used for the pilecap, pier column, crosshead and SBG. This willprevent sulphate and chloride attack that can cause corrosion to the reinforcement bar.

• Concrete cover was designed to latest Eurocode: pilecap (75 mm), pier column (65mm),crosshead (60 mm) to protect the reinforcement bar against corrosion.

Bridge Durability

The Second Penang Bridge is designed to have an operational lifespan of 120 years.For this project,

Tubular Steel Piles

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Cont‟d

Bridge Durability

• Silane coating is applied to precast concrete spun piles, pilecap and pier concrete surface tofurther reduce the water and salt uptake that can cause corrosion to the embeddedreinforcing steel.

• Structural Health Monitoring System (SHMS) shall be used for preventive maintenance toassess the state of health (e.g., damage) of the structures. It improves safety and reliabilityof the bridge by detecting damage before it reaches a critical state.

Applying Silane coating to RC Shell and Pier column

Typical SHMS at a cable-stayed bridge





Bridge Durability

Stay Cables

The stay cable will be provided with protection against corrosion by means of 3 barriers:

i) The first barrier is hot dip galvanising that covers the full length of the individual steelwires.

ii) The second barrier (internal barrier) consists of High Density Polyethylene (HDPE)sheaths around the individual strands and that the intermediate medium fills the spacebetween the individual sheath and the galvanized strand.

iii) The third barrier (external barrier) is the outer casing which consist of HDPE sheatharound the group of strands.

The stay cables consists of the Parallel Strand System (PSS) made up of parallel individually polyethylene coated seven-wire strands, placed inside an external polyethylene stay pipe.

First Barrier

Second BarrierThird Barrier

Typical PSS cables

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Bridge Durability

• Design life of stay cables is 60 years and designed to be replaceable. For non-replacementcomponents (such as cable saddle) the design life is 125 years.

• For the anchorage components which are accessible for maintenance operation in-situ, thecorrosion protection system have a design life of 25 years. After this period of 25 years, ifnecessary, the protection system will be renewed in-situ at regular intervals of 15 yearscorresponding to the maintenance operations.

Stay Cables – cont‟d

Cable SaddleAnchorage





• The Employer’s Requirement (ER) requires nodamage criteria for a 500 years return period. Inaddition to this, a requirement of ‘no collapse’criteria for the most credible earthquake (2500years return period) was also introduced.

• Detail design checking by Independent CheckingEngineer (ICE) indicated that spun piles at theapproach bridge of Package 1 could only caterfor the 500 years return period earthquake. Noplastic hinge forms as required for ‘no collapse’criteria of 2500 years return period.

High Damping Rubber Bearing (HDRB)

HDRB –Section

Bridge Durability

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• Considering the current progress of works, itwas decided that a change of bridge bearingsystem shall be the best solution. The originalPot Bearing system has to be replaced withHigh Damping Rubber Bearing to provide aneffective seismic isolation system.

• Elastomeric bearing have a low embodied energy per m² of the bridge deck.

High Damping Rubber Bearing (HDRB) – cont‟d

Bridge Durability

HDRB testing - Shear Test for 104 mm

displacement





HDRB was designed by Tun Abdul Razak Research Centre (TARRC)at Brickendonbury, United Kingdom, a laboratory of the MalaysianRubber Board (MRB).


Bridge articulation for a 6 span module

Bridge Durability

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HDRB provides a simple and economical isolation system. It possessesthe low horizontal stiffness needed and is capable of safelywithstanding the large horizontal displacements imposed during anearthquake. The bearing was designed to meet two sets of action asper below:

o SLS non-seismic actions –conformance with BS5400

o SLS non-seismic actionssimultaneous with a 2500-yearreturn period seismic event –conformance with EN15129


Bridge Durability





2. Economic Activity

i. Local construction employment

ii. Usage of Local Materials

iii.Vocational Training

iv.Regional Economic Development

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Package % of Works

Package 2 30%

Package 3A 60%

Package 3B 30%

Package 3C 60%

Local Construction Employment

• Conventional Form of Contract is adopted for Package 3 (Land ExpresswayPortion), to give the opportunity for local / „Bumiputera‟ Contractor /Consultant to participate in such prestigious project and to expose them inmanaging and executing mega project.

• To promote Bumiputera Contractors participation in the project, certainpercentage of works has been allocated:

Economic Activity





Usage of Local Material

• The use of HDRB for the bridge bearing system promotes natural rubber;abundantly produced in Malaysia.

• Except for the cable-stayed saddle and anchorage, and steel fender, all

other construction materials are obtained locally.

• The usage of local materials provides great advantage to the project interms of supplier availability and cost as well as economic contributionto the nation.

Economic Activity

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Vocational Training

• To promote transfer of technology, anemployment programme is initiated to trainlocal people in order to meet the skill levelrequirement of the project. This includeemploying local engineers, technicians,consultants and construction workers.

• Weekly educational visits by Governmentauthorities, private sectors and universitiesas part of the programme to expose them inthe construction aspects of the megaproject.

Site visit by University Students

• Young Engineers Scheme (YES) programme is introduced in Package 2 Contractto give opportunity to young engineers to get exposure in the mega-scaleconstruction project.

Economic Activity





Regional Economic Development

The bridge is expected to reduce traffic volume on the FirstPenang Bridge by 20%

The bridge will serve as a catalyst for development at thenorthern corridor and also position the state as a transportationhub for the northern region.

Spur the economic growth at Batu Kawan and surrounding area.

The route will become major passage for the movement of goodsto Penang ports and the international airport in which willfacilitate economic activity and also promote regional tourismindustry.

It wil also contribute to accelerate economic transformationunder the Indonesia, Malaysia & Thailand Growth Triangleprogramme (IMTGT).

Economic Activity

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3. Environmental

Responsibility

i. High Environmental Standards

ii. Minimal Impact on water flow

iii. Green Building Technology

iv. Reducing the Impact of Dredging

v. Flora and Fauna Monitoring

vi. Habitat Creation





i. High Environmental Standards

Environmental Responsibility

• Various environmental consultants were appointed to conduct a comprehensivemonitoring regime through Environmental Impact Assessment (EIA), Environmental

Management Plan (EMP) and the Fisheries Impact Assessment (FIA).

CONSESSIONAIRE / PROJECT MANAGER

JAMBATAN KEDUASdn. Bhd.

ERE CONSULTING GROUP Sdn. Bhd.

INDEPENDENT EIA AUDITOR

Package 1, 2 & 3

PACKAGE 1

UEM BuildersBhd.

PACKAGE 2

CHEC Construction (M)Sdn. Bhd.

EIA & EMP

DR. Nik &

Associates SdnBhd.

R-SYNC Tech.

Resources Sdn. Bhd.

DREDGING AND DISPOSAL OF

SPOIL MATERIAL

Cergas MurniSdn Bhd

PACKAGE 3A PACKAGE 3B PACKAGE 3C

CSK

Murni

Services

Environmental

Science

IJM CorporationBerhad

HRA TeguhSdn Bhd

Design & Build Conventional

YES Enviro

ServicesSdn. Bhd.

CSK

Murni

Services

FANLI Marine & Consultancy Sdn Bhd

INDEPENDENT FIA CONSULTANT

EIA & EMP EIA & EMP EIA & EMP EIA & EMP

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i. High Environmental Standards – cont’d

• Most of the bridge sections including tubular steel piles, precast spun piles,reinforcement caging, precast shell and Segmental Box Girder are IBScomponents that are prefabricated on land to reduce the amount of timespent at the bridging line and the risk of damaging or polluting the marineenvironment.

Precast Spun Piles

Precast Shell

Segmental

Box Girder

Reinforcement Caging






The steel fender system was adopted due to its environmental friendliness, cost saving and shorter construction period.

Total pilecap : 4 nos

Pilecap size (P25 & P26): 48.1m x 17.5m x 6mPilecap size (P24 & P27): 42.7m x 10.6m x 4m

Steel Fender System

MAIN NAVIGATION SPANS

Substructure


ii. Minimal Impact On Water Flow

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Steel Fender Man-made Island

i) Easy to construct, hence shorter construction period

i) Difficult to construct & much longer construction period

ii) Compact thus does not restrict the navigation passageway ii) Restrict navigation passageway

iii) Low impact on the environment and existing hydrological condition due to its relatively small size

iii) Occupy larger water area restricting flow tidal

Steel Fender System


ii. Minimal Impact On Water Flow – cont’d





• The design is based on requirements of80% of IBS and 80% of Green BuildingIndex.

• A green building concept is introduced tosave water, energy and material.

• The landscaping and the exterior look ofthe Toll Plaza are designed in such a waythat the trespassing light is eliminated byplants and shaded area.

• Rain water from the roof of the building isharvested to supplement the conventionalwater supply. The natural light ismaximized for the intermediate floors tominimize the usage of electricity. Highefficiency windows and insulation in walls,ceilings and floors are used for the benefitof better temperature control.

• Tender for the toll plaza package has beenawarded and the works shall commence on15 Nov 2011.

Proposed Toll Plaza & Administrative Building Complex


iii. Green Building Technology

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PULAUJEREJAK

PULAUAMAN

TRUMPET INTERCHANGEAT Km 154 NSE

PULAUPINANG

NAVIGATIONAL SPAN

BATU MAUNGDIRECTIONAL RAMPS

RSA

PENANG SECOND CROSSING BRIDGETOLL PLAZA PLUS TOLL

PLAZA (EXIT)

9+000.

10+000.

11+000.12+000. 13+000. 14+000.

15+000.

16+000.

0.

1+000. 2+000.

3+000. 4+000. 5+000. 6+000.

7+000.

8+000.

17+000.

18+000.

19+000.

20+000.

21+000.

22+000.

23+000.

BATU MAUNG TEMPORARY JETTY

PROPOSED

PROPOSED

PROPOSED

PROPOSED

PROPOSED

MAINLAND(BATU KAWAN)

LEGEND

Dredging works for 270m width Temporary Navigational ChannelTotal volume 11 million m³ of Dredged Materials

MATERIAL STORAGE YARD

BATU KAWAN TEMPORARY JTTY

BUKIT TAMBUN TEMPORARY FABRICATION

YARD

Dredged material disposal to Pulau Kendi


iv. Reducing the impact of dredging

Dredging Location

The dredging activities have to be carried out due to shallow water conditions at major portions of the bridge alignment which affect the barges movement for piling, pier and launching activities.





-3.5m ACD

Sea Bed Level

Sea Water

Level

-3.0m ACD

1:51:5

1:5

Viaducts

60m 170m 40m

270m

Note:

National Geodetic Vertical Datum (NGVD)

Admiralty Chart Datum (ACD)

(+0.00 NGVD = +1.72m ACD)

CL

Main Dredged Channel

(MDC)

Barges Navigation

Channel (BNC)

Cross Section of Main Dredged Channel

iv. Reducing the impact of dredging – cont’d


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• In total, 11 million m³ of material was dredged from the seabed in the Penang Strait. Dredging was done carefully and spillage was minimised to avoid suspended sediment that could shade and potentially endanger the marine life.

Silt curtain was erected

and maintained properlyDredging Work







Sampling Points for the Monitoring Study

Location of Ambient Environmental Monitoring

Station

Location of Water Quality Sampling Works

Environmental Monitoring and Auditing (EMA)

Base line data have been established by the respective Package 1 and 2 contractorsas referenced data for EMA for dredging and offshore disposal of spoils, piling,

construction machineries and equipment during the Construction Phase of thePenang Second Bridge.

54



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Package 1: EMA Consultant

R- Sync Technical Resources Sdn Bhd is appointed as the EMA Consultant for themonitoring of dredging and offshore disposal of spoils during construction phase.

The Scope of works cover:

o TSS mapping via satellite imageryo Marine water quality monitoring at disposal site

o Marine water quality monitoring along transportation on routeo Composition of dredged materials

o Bathymetric survey at disposal siteo Final Environmental Audit

Equipment used:

o Garmin GPS Receiver ( Model GPSMAP 76 CSx)







Package 1 : Location of Water Quality Sampling by R-Sync Sdn Bhd



Water Quality sampling location at disposal route

Disposal Area

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Result of Water Quality Sampling by R-Sync Sdn Bhd

All sampling locations generallyrecorded a significant decrease inTSS level compared to the baselinelevel. This shows that the spoilsdisposal activities are being carriedout in a proper manner.



April 2009 – March 2011





v. Flora & Fauna Monitoring

• Marine flora and fauna are monitored throughout the construction phase toreduce demands and complaints from fishermen and fish farmers whoostensibly incurred losses as a result of the bridge construction.

• To ensure the aquatic life is not effected by the construction of Second

Penang Bridge, Fanli Marine & Consultancy Ptd. Ltd. (Fanli) is appointed byJKSB as an Independent Consultant to monitor the Fisheries ImpactAssessment (FIA) for this project. Fanli had earlier completed the base linestudy in 2007 for the Fisheries Department.


Overview Fisheries Industry in Penang

There are 17 fishing villages on the island and 14 fishing landing point on the main land.

In 2007, marine fisheries catch in Penang amounted to 37,774 tonnes worth RM 218.9 million.

The industry provides livelihood to nearly 3,193 fulltime fishermen.

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Fisheries LocationLocation of Fisheries Landing Points

Location of Cage Culture Farms

Location of Cockle Farms

v. Flora & Fauna Monitoring – cont’d






Independent Consultant of Fisheries Impact Assessment (FIA)

Fanli scope of works cover:o To assess on the impact of construction activities on fishing and fish farming

communities within the impact zone.

o To propose the mitigation measures


• Monitored at 1m below surface

• Readings were collected every minute for at least 10 minutes


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Result of Water Quality in the fisheries landing point

• Generally, most parameters were recorded within suitable range for marine environment and fisheries purposes

Previous StudyCurrent Study

Salinity (ppt) level at Study AreaTemperature (°C)

levels at Study Area

Dissolved Oxygen (mg/L) levels at Study

Area







vi. Habitat Creation

Research by Lund University in Sweden has

discovered that the Oresund Bridge connectingDenmark and Sweden has improved the Marine

Environment in 10 years since it was built.

In the Second Penang Bridge, aquatic life such asalgae and fishes are found abundantly around the

newly driven piles.

They become food for fish like the LongfinBannerfish (Heniochus acumiratus), Rock Grouper

(Epinephelus fasciatomaculosus) and WhiteCheeked Monocle Bream (Scolopsis vosmeri) and

the local “udang lipan” (Stomatopod Crustacean).

It is evident that the construction of Second PenangBridge does not affect the marine environment of

the surrounding area.


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Learning From Good Practice

Contractor / Consultant

Role Signature Project

CHEC Construction (M) Sdn Bhd- subsidiary of China

HarbourEngineering Company Ltd (CHEC)

Main contractor for Main Navigation span and substructure for approach span.

• The Donghai Bridge, China 25.5km length over water cable-stayed bridge, the second longest cross sea bridge in the world.

• The Sutong Bridge, China Cable stayed bridge with the longest main span (1088m) in the world.

Highway Planning & Design Institute, China

Designer for CHEC Construction (M) Sdn Bhd

• The Sutong Bridge, China• The Hangzhou Gulf Bridge, China

The world‟s longest sea-crossing bridge (36km)• The Xihoumen Bridge, China

The world‟s second largest span suspension bridge (1650m)

MMSB- Technical support

from AECOMMalaysia and AECOM Hong Kong

Submitting engineer for CHECConstruction

• Padma Multipurpose Bridge, Bangladesh

A 6.15 km long two-level steel-truss road and

rail bridge (AECOM)





Learning From Good Practice

Contractor / Consultant

Role Signature Project

ARUP JururundingSdn Bhd

- Technical support from ARUP Hong

Kong

• Independent Checking Engineer

for Package 1& 2• Supervision

Consultant for Package 3

• Stonecutter Bridge, Hong KongCable stayed bridge with the second longest main span

(1018m) in the world• Forth Replacement Crossing, Scotland, UK

A 2.7 km cable-stayed bridge with three single column towers, wind shielding and a single deck carrying two

general lanes of traffic and hard shoulders in each direction

MINCO IndependentChecking Engineer

for Package 3

• Experience in 23 countries on the design of highways and infrastructures.

• Arch-Bridge crossing Wetland Lake, Putrajaya• Jalan Duta Interchange, Kuala Lumpur

• New Klang Valley Tolled Expressway, Kuala Lumpur –Tanjung Malim Expressway

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JKSB is committed to complete the Second Penang Bridge

with the highest quality, timely delivery, within the

budgeted cost and to contribute towards sustainable

development.

Conclusion





Site Progress

Photographs

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Site Photographs – Package 1

Aerial View of the Completed Piers



Site Photographs

17 Oct 2011: Site Visit by YB Datuk Seri Shaziman Bin Abu Mansur Minister of Works, Malaysia on deck of Pier 90

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View of the Low Piers – Pier 09 (Decreasing Chainage)




View of the High Piers from P28 (Increasing Chainage)

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View of the Completed Low & High Piers from P086 (Decreasing Chainage)




View of the pilecap works at P24

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P25 – 2nd layer pier is in progress




P26 – 2nd layer pier is in progress

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View of the pilecap works at P27




SBG Storage Area

Open Casting Yard Batching PlantRebar Cut Shop Office

View of SBG Casting Yard

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View of Load-out Jetty




Launching of SBG in progress

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View of completed deck




Stressing works for SBG on the completed span

Pier segment installation in progressSBG erection in progress


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Gluing works in progress



Site Photographs – Package 3A

I-Supervision view of construction activities at Ramp areas

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Site Photographs – Package 3A

Relocation of 132kV cables is in progress

Service culvert installation for the relocation of 11kV and 33kV cables is

in progress



Site Photographs – Package 3B

View of driven Spun Pile at Pier 3 Land Bridge

Piled embankment works at CH17100

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PVD works at CH18400

Stone Column Works at Ramp 2, Cloverleaf Interchange




Pilecap works at Abutment B, Bridge over PDC

Piling works at Abutment A, Bridge Over PDC

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Casting of T-beam is in progress

Surcharge fill with crusher run at PLUS Toll Plaza




Pilecap for Pier 11 at Bridge over Sungai Tengah

Piling works at Abutment B, Bridge over Canal

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Piling works for Piled Embankment Abut B, Bridge over Sg Tengah



Site Photographs – Package 3C

View of the progress of earthworks

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Stone Column installation has been completed

PVD installation works in progress at M001




Culvert extension works is in progress at CH345, MSL1

Relocation of Pylon is completed

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Thank You

For Your Kind Attention

* JKSB acknowledges the assistance of CHEC & UEMB for the preparation of this presentation.

first international seminar on the design & construction of second penang bridge

Documents